Electrical motor.



No. 732,377. PATENTS-D JUNE 30, 1903.

H. ROWNTREE.

ELECTRICAL MOTOR.

' APIIIOATIOH FILED NOV. 15, 1899.

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H. ROWNTRBE.

ELECTRICAL MOTOR.

APPLICATION FILED HOV.16, 1899.

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H. ROWNTREE. ELECTRICAL MOTOR. APPLICATION FILED HOV.15, 1899.

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PATENTED JUNE 30, 1903.

H. ROWNTREE.

ELECTRICAL MOTOR.

APPLICATION rILnn NOV.15, 1899. no menu. 5 SHEETS-SHEET 4.

M71111 E 2 I IYEL BL w flare??? flot rzfree No. 732,377. PATENTED JUNE30, 1903.

H. ROWNTREE.

ELECTRICAL MOTOR.

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UNITEI; STATES Patented June 30, 1903.

PATENT OFFICE.

HAROLD ROVVNTREE, OF CHICAGO, ILLINOIS,ASSIGNOR TO BURDETT- ROWNTREEMANUFACTURING COMPANY, OF CHICAGO, ILLINOIS, A

CORPORATION OF ILLINOIS.

ELECTRICAL MOTOR.

SPECIFICATION forming part of Letters Patent'No. 732,377, dated June 30,1903.

Application filed November 15,

To all whom, it may concern:

Be it known that I, HAROLD ROWNTREE, a

citizen of the United States, residing at Ohi-' Improvements inElectrical Motors, of which the following is a specification.

Referring to the accompanying drawings, wherein like reference-lettersindicate the same or corresponding parts, Figure 1 is a verticalelevation, partly in section, of my improved electric motor combinedwith a hoisting-drum. Fig. 2 is a side elevation of the same. Fig. 3 isa diagram of said motor, showing the brake and circuit connectionsadapted to elevator uses. Fig. 4 isv an enlarged diagram of said motorand its operating-circuits. Fig. 5 is a front elevation of the switchesfff and the solenoids controlling the same. Fig. 6 is a side elevationof a portion of the parts shown in Fig. 5. Fig. 7 is a vertical sectionof a portion of the parts shown in Fig. 5, taken on the line 7 7 thereofand viewed in the direction indicated by the arrows on said figure.

The principal invention herein described consists in a hoisting.mechanism controlled by an electric motor, which motor in operating thehoisting mechanism to lift a given weight may be run at a high or slowspeed. The object of this part of the invention is to enable the speedof the mechanism driven by the motor to be regulated, varied, andcontrolled more satisfactorily than heretofore.

In order to illustrate one of the useful purposes to which this improvedmotor may be applied, I have shown it in combination with thehoisting-drum of an electric elevator and with means for regulating thespeed of the drum and directing the electric currents through the motorand the speed-regulating devices.

In the drawings, which illustrate the preferred form of embodiment, thearmature A and commutator O are fixed to a shaft A, upon which isloosely mounted the field B.

Suitable circuit connections, one of which will be hereinafterdescribed, cause the armature and field to be simultaneously revolved inopposite directions. Upon the 1399. Serial No. 737,095. (No man.)

' shaft A is fixed a brake-disk A and upon the field is fixed a similarbrake-disk I3 A spring-brake K, automatically controlled by the current,as hereinafter described, operates in connection with the brake-disk Ato retard or stop the motion of the armature When desired. A similarbrake K operates in connection with the brake-disk B3 on the field toretard or stop the motion of the field when desired. By the operation ofthe electric currents and of these brakes the armature and field can beseparately revolved in either direction or the armature and field can besimultaneously revolved in opposite directions.

The invention above described is particularly useful in connection withelectric elevators, as by means of it the elevatorcar can be controlledmore satisfactorily than by the electric devices heretofore employed andcan be stopped accurately at any given point, whether the constructionof the elevator-controlling mechanism be such that the point of stoppagemay be predetermined and the car automatically arrested at such pointindependently of the will of the attendant in the car or whether theold-fashioned construction be employed, by which the point of stoppageis determined by the attendant in the car and the car brought to rest asnear that point. as his judgment and skill can accomplish.

The advantages of the entire invention can be best explained bydescribing its use in connection with elevator service and with themeans that I have combined with it for the control of such service.

In order to enable the elevator-car under all the diverse conditions ofvarying load and speed of movement to be brought to a stop with accuracyat the point desired, it is necessary as a preliminary step that meanshe provided for insuring to the car under all circumstances asubstantially constant and uniform speed and power of movement whenapproaching such point and that means be also provided for enabling thebrakes to effeet a predetermined and substantially uniform resistancewhen applied to stop the car at such point. These preliminary conditionsbeing established, it is obvious. that if the brakes be properly appliedthe car will stop exactly at the point where it is desired to bring itto rest. In applying my invention to such service I employ ahoisting-drum J, so connected by belting or gearing to the armature andfield that both will tend to rotate it in the same direction; but Iarrange the gearing or belting in such a manner that the armature andfield will drive the hoistingdrum at relatively different speeds, one ofthem tending to drive it much faster than the other. It is entirelyimmaterial which is arranged to give it the higher speed; but for purposesof illustration I have shown an arrangement of belting or gearing bywhich the field drives the drum much faster than does the armature. Theillustrated means by which this is accomplished consist of a beltdrivingpulley A, fixed to the armature-shaft and operating a belt A which bymeans of the pulleys A A belt A, and pulley A reduces the speedultimately applied from the armature to the tubular shaft D. To thefield is affixed a belt-pulley 13, carrying a belt B which by means ofthe pulley B applies the power of the field with a much smallerreduction of speed to the tubular shaft D. The shafts D and D areloosely mounted upon ashaft D and have affixed to their innerends,respectively, two bevel gearwheels d d. The hub D of the hoistingdrum Jis mounted and keyed on the shaft D between the gear-wheels d d, and isconnected to the drum by stout spokes, one of which is adapted to serveas a bearing for the intermediate bevel gear-wheel 01 which is looselymounted thereon and intermeshes with the wheels of d in the manner ofthe ordinary compensating gear. In the particular form of arrangementillustrated if the armaturebrake K be closed-,so as to stop the shaftA,and the field-brake K be open the field-power will run the car at highspeed, and if the fieldbrake be closed, so as to stop the pulley B whenthe armature-brake is open, the armature will run the carat a low speed.I I I are idlers, acting in connection with the belts. The electricconnections are such that the operator or driver in the carE, Fig. 3,can by the operation of a switch e direct the current properly to thearmature, field, and brakes to accomplish any of the effects desired. Instarting the car, ordinarily the current is directed into the armatureand field to startthe motor into operation, and at the same time and bythe same movement it is directed into the brake-controlling devices, soas to open the brake on the slow-driving part of the motor withoutdisturbing the other brake already set. The car will therefore startslowly, and as soon as it has attained the maximum slow speed given bythe armature when acting alone the car-switch may be shifted to itsouter contact-pointtogradually open the fieldbrake and close thearmature-brake, thereby utilizing the field to run the car at maxioneform which may be employed.

mum high speed. At the proper time before the car reaches the desiredstopping-place the operator reverses the car-switch, thereby cutting thecurrent out of the devices controlling the field and the operation ofthe hoisting mechanism connected with the field and cutting it into thedevices controlling the operation of the armature and the hoistingmechanism connected therewith, the field and armature remainingenergized. When the desired stopping-place is reached, the operatorsnaps the current out of the motor, whereupon both brakes will beautomatically applied. fast-d riving part of the motor may be travelingat from five hundred to one thousand feet per minute will when driven bythe slowdriving part of the motor run at a much lower speed say fromfifty to one hundred feetper minute. The motor, which is strong enoughto lift the load at high speed and correspondingly low power, willeasily lift the same load at low speed and higher power, and thereforethe heaviest load which may be placed in the car will be but a smallload for the motor when operating at the reduced speed. At the instant,therefore, that the current is snapped out of the motor, as abovedescribed, the car will be traveling at a practically constant anduniform low speed, regardless of the load, and the motor under theaction of the brake will therefore make a definite nu mber ofrevolutions before coming to rest, during which revolutions the speedwill reduce gradually and smoothly till the car stops at the exact pointdesired whether the load be light or heavy. This feature of reducing thecar to a uniform slow speed independent of the load as a preliminary tothe stopping will be particularly valuablein elevators adapted to beautomatically stopped at a predetermined point.

Any form and arrangement of electric controlling devices and circuitsmay be employed which will accomplish the desired results aboveindicated. The construction and arrangement of these devices andcircuits may be safely left to the skill of the electrician whosuperintends the erection of the plant,

and probably needs no description here; but the diagrammatic sketchshown in Fig. 3, which represents a motor controlled by the attendant onthe elevator-car, will illustrate In this sketch, 0 and P are solenoidsfor directing and reversing the main current, and thereby raising orlowering the car; Q, a solenoid controlling the field-brake K; S, asolenoid controlling the armature-brake K; R, a rheostat controlling theresistance to the brake-currents and operated by the solenoid T anddash-pot U; V, an electric switch automatically operated by the currentpassing through the line, and \V a manually-operated switch in the mainstation, which throws the entire apparatus into or out of connectionwith the prime source of electrical energy. The brakes The car whichwhen driven by the IOG are applied by means of their springs 7c and areheld out of operation by their respective solenoids Q S when the latterare in action.

The operating-circuits may be arranged as follows: Fis a rock-bar uponwhich are mounted three automatic switches, (marked ff f each having anarm for the main and one for the return circuits. The switchfis fast tothe rock-bar and rocks with it, while the switches j" and f are looselymounted on the rock-bar and adapted, by means of a recess and collar orlugf Fig. 5, to rock the bar, and thereby close the switch fwhenevereither of them moves to close its circuit. The main switch Wis directlyconnected to the automatic switchf by the main and return wires m r. sis a shunt, and r a return-wire, connecting by the switchf to the mainand return wires m r. The switches f f are separately operated by theirrespective solenoids O P. Of course the question whether the car willbe. lifted or lowered by the action of the solenoid O or P will dependupon the direction in which the lifting-cables are wound upon thehoisting-drum J.-

By reference to the enlarged drawing, Fig. 4, the action of theoperating-currents will be readily understood. Assuming, for example,that the main switch W has been closed and the car-switch c, Fig. 3,operated so as to energize the solenoid O, the latter will close theswitch f which in turn by acting against the lug f on the rock-shaftwill close the switch 7", putting the commutator and field of the motorinto serial communication with the main line, as follows: The maincurrent will pass from wire m through switch f to wire m,

thence to one arm of switch f thence by wire m to contact-surface mthence by wire to the commutator, thence by wire 0 to contact-su rface cthence by wire m to the other arm ofswitch f thence bywire m to contactsurface m thence by wire m to the series winding of the field, thence bywire m to the contact-surface c and thence by return-wire 'r' to themain-line return-Wire 1". On the other hand, assuming the car-switch eto have been operated so as to energize the other solenoid P, the actionwill be as follows: The main current will pass from wire m throughswitch f, thence by wire on to the near arm of switch f, thence (towardthe right in the drawings) by wire m to contact-surface c thence by wire0 to the commutator, thence by wire 0 to contact-surface m thence bywire m to the other arm of the switch f, thence by wire m to wire mthence to contact-surface m thence by wire m to the series winding ofthe field, thence by wire m to contact-surface c and thence to thereturn wire 4', as before. The shunt s will of course be incommunication with the small wires of the field by means of thecontact-surface s, the wires 8 .9 m surface 0 and returnwires r r.

I will now describe the arrangement and operation of thecontrolling-circuits governed a manual or automatic switch arranged inany other suitable place. Referring to Fig. 3, when the main switch W isclosed it puts the main current on wire m into communication throughwire m with the switchboard in the car E. Then when the switch 6 isturned by the operator to contact-point 1 a current is thereby sentthrough wires 1 and 6 of the controlling-circuit to solenoid O, andthence to return-wire r, causing the latter to operate the switches ffin the manner and with the results already described. When, on theother hand, the switch 6 is turned to contactpoint 2, it sends a currentthrough wires 2 and 7 to the solenoid P, causing it to operate theswitches f f, as above described, and thereby to reverse the movement ofthe car.

It will be observed that when the main switch Wis closed the main wire mis, by the wires m o, in constant communication with the automaticswitch V. It will also be ob served that the switch V when operated putsthe current from the wire 0 into communica tion with a wire 25, leadingto the solenoid T, whence it passes by a wire i to the returnwire 4".Now when the car-switch is moved to point 3 the current will go throughwires3 to the electromagnet of switch V, thence through the continuationof wire 3 to wire 6, and thence to the solenoid O, and when switch 6 ismoved to point 4 the current will go through wires 4 to saidelectromagnet, thence through the continuation of wire 4 to wire 7, andthence to the solenoid P. Hence, as will be seen, the movement of theswitch 6 to contacts 1 or 2 will not actuate the switch V, whereas themovement of the switch e to contacts 3 or 4 will send a current throughone or the other of the electromagnets of switch V, causingit to permitthe current from wire 11 to go through the solenoid T and throw it intoaction, as above explained. The solenoid T controls the action of therheostat in the following manner: Z is a lever, fulcrumed at .2,provided with an arm z in constant sliding contact with a contact-point2 behind it, and also provided with an arm 2 connected to the piston ofthe dash-pot or air-chamber U. An arm 2 pivoted at z, is connected tothe core of the solenoid. A spring .2 connects the lever Z and the arm 5and the lever Z is further provided with an arm 2 which serves as atappet against which the arm 2 may strike when sufficiently moved. Thepower of the spring 2 is somewhat greater than the resistance of the airin the dash-pot when the latter is put under light compression by themovement of the piston to. The upper end of the lever Z serves as aswitch operating in connection with and controlling the action of therheostat R. The upper line of points on the rheostat, it will be seen,is connected by the wire r to the solenoid S, which controls thearmature-brake K, and the lower line of said points is connected by thewire r to the solenoid Q, which controls the field-brake K. Thecontact-point 2 is connected by a wire .2 to the main-line contact ofswitch f. The lever Z is normallyin contact with the uppercontact-points of the rheostat, which, as al ready stated, are connectedto the armaturebrake. The return-line contact of switchf is connected bya wire r with the lower end of the solenoids S Q. (In this description Iuse the words upper, lower, right, andfleft solely with reference torelative positions on the drawings.) When the main switch W is open orwhen the switch f is open, neither of the solenoids S Qwill beenergized, and both of the brakes will be held set by their respectivesprings; but when the main switch W is closed and by the movement of thecar-switch e to point 1 or point 2 the solenoid O is brought intoaction, and the switch f thereby closed, the current passing throughWire 2 will go through lever Z to the upper contact-points of therheostat and thence to solenoid S, thereby releasing the armature-brakewithout disturbing the field-brake and starting the car slowly byarmature power alone. When, however, the car-switch e is given a furthermovement, so as to contact at points 3 or t, the current on its way tosolenoid O or P will, as already described, operate the switch V andbring the solenoid T into action, which in turn will slowly swing thelever Z to the right, bringing it into contact with both lines ofrheostat-points, thereby releasing the field-brake and causing the carto increase its speed. The lever Z will not effect this change of speedabruptly, because the lever itself is slowly pulled into action by thearm .2 and spring .2 against the unyielding resistance of the air orother fluid in the dash-pot. Finally as thelever Z reaches the extremelimit of its movement to the right it passes out of contact with theupper points of the rheostat, applying the armature-brake again, butstill holding the field-brake released and the car running at highspeed.

In stopping the elevator the lever of the car-switch can either be firstmoved to the intermediate position to slow down the speed and thereaftermoved to the center position to stop the car, or it can be moved to thecenter position instantly and the car stopped immediately. In the formercase the movement of the lever of the car-switch to the intermediateposition short-circuits the current around the switch controlling thebrake-rheostat solenoid, and the rheostat-arm therefore returns to itsnormal position, and so causes the brake of the fast-moving portion ofthe motor to be applied and the brake of the slow-moving portionreleased, therebyslowing down the speed of the car. Upon moving thelever in the car to the center all circuitsare broken, as will bereadily understood, and both brakes are applied, thereby inmediatelystopping the car.

It is obvious that in place of the belting and pulleys shown in Fig. 1gear wheels may be employed to accomplish the same results, that insteadof the drum J the armature and field may be connected in any suitablemanner to an endless cable, screw, or other suitable hoisting device,that the motor may be wired either as a shunt, series, or compound motoror wired in any of the many ways in which motors are wired, that thecontrol of the motor from the car may be effected by any suitable means,and it is further obvious that the number, size, and form of the partscomposing the device may be greatly varied without departing from theprinciple of the invention.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. An electric motor having its armature and field simultaneouslyrevoluble in opposite directions, in combination with a hoistingmechanism driven faster by one of said parts than by the other, and withmeans whereby the slow-driving part may be actuated and its brakereleased without releasing the brake of the fast-driving part,substantially as described.

2. An electric motor having its armature and field simultaneouslyrevoluble in opposite directions, in combination with a hoistingmechanism driven faster by one of said parts than by the other, and withmeans whereby the fast-driving part may be actuated and its brakereleased without releasing the brake of the slow-driving part,substantially as described.

3. An electric motor having its armature and field simultaneouslyrevoluble in opposite directions, in combination with means forreversing the revoluble direction of said parts, a hoisting mechanismdriven faster by one of said parts than by the other, and means wherebythe slow-driving part may be actuated and its brake released withoutreleasing the brake of the fast-driving part, substantially asdescribed.

4. An electric motor having its armature and field simultaneouslyrevoluble in opposite directions, in combination with means forreversing the revoluble direction of said parts, a hoisting mechanismdriven faster by one of said parts than by the other, and means wherebythe fast-driving part may be actuated and its brake released withoutreleasing the brake of the slow-driving part, substantially asdescribed.

5. An electric motor having its armature and field simultaneouslyrevoluble in opposite directions, in combination with a hoistingmechanism driven faster by one of said parts than by the other, anelevator-car, and means within said car for actuating the slowdrivingpart and releasing its brake without releasing the brake of thefast-driving part, substantially as described.

6. An electric motor having its armature IIO and field simultaneouslyrevoluble in opposite directions, in combination With a hoistingmechanism driven faster by one of said parts than by the other, anelevator-car, and means Within said car for actuating the fastdrivingpart and releasing its brake without releasing the brake of theslow-driving part, substantially as described.

7. An electric motor having its armature and field simultaneouslyrevoluble in oppo site directions, in combination with means forreversing the revoluble direction of said parts, a hoisting mechanismdriven faster by one of said parts than by the other, means foractuating the slow-driving part and releasing its brake Withoutreleasing the brake of the fast-driving part, an elevator-car, and meanswithin said car for controlling the said slow-driving part and itsbrake, substantially as described.

8. An electric motor having its armature and field simultaneouslyrevoluble in opposite directions, in combination with means forreversing the revoluble direction of said parts, a hoisting mechanismdriven faster by one of said parts than by the other, means foractuating the fast-driving part and releasing its brake Withoutreleasing the brake of the slow-driving part, an elevator-car, and meansWithin said car for controlling said fast-driving part and its brake,substantially as described.

9. The combination of an elevator-car, mo-

tor-actuated means for moving the car at a high speed, motor-actuatedmeans for moving the car at a slow speed, and controlling means Withinsaid car whereby in starting the car the slow-speed motor-actuated meanswill be first put in operation, substantially as and for the purposedescribed. I 10. The combination of an elevator-car, motor-actuatedmeans for moving the car at a high speed, motor-actuated means formoving the car at a slow speed, and automatic electrically-controlledmeans for cutting out the high-speed means, and moving the car by theslow-speed means when stopping the car, substantially as described.

11. The combination of an elevator-car, motor-actuated means for movingthe car at a high speed, motor-actuated means for moving the car at aslow speed, and automatic electrically-controlled means for cutting outthe slow-speed means, and moving the car by the high-speed means,substantially as do scribed.

- HAROLD ROWNTREE. Witnesses:

CHARLES S. HILL, M. A. KENNEDY.

